Methods and apparatuses for active protection from aerial threats

ABSTRACT

Embodiments include active protection systems and methods for an aerial platform. An onboard system includes one or more radar modules, detects aerial vehicles within a threat range of the aerial platform, and determines if any of the plurality of aerial vehicles are an aerial threat. The onboard system also determines an intercept vector to the aerial threat, communicates the intercept vector to an eject vehicle, and causes the eject vehicle to be ejected from the aerial platform to intercept the aerial threat. The eject vehicle includes a rocket motor to accelerate the eject vehicle along an intercept vector, alignment thrusters to rotate a longitudinal axis of the eject vehicle to substantially align with the intercept vector, and divert thrusters to divert the eject vehicle in a direction substantially perpendicular to the intercept vector. The eject vehicle activates at least one of the alignment thrusters responsive to the intercept vector.

CROSS-REFERENCE TO RELATED APPLICATIONS

This is a continuation application of U.S. patent application Ser. No.14/922,711, filed Oct. 26, 2015, which is a continuation of U.S. patentapplication Ser. No. 13/455,831, filed Apr. 25, 2012, now U.S. Pat. No.9,170,070 issued Oct. 27, 2015, which application claims the benefit ofU.S. Provisional Patent Application Ser. No. 61/606,010, filed Mar. 2,2012, the disclosure of each of which is hereby incorporated herein intheir entirety by this reference. This application is also related toU.S. patent application Ser. No. 13/839,176, filed Mar. 15, 2013, nowU.S. Pat. No. 9,501,055, issued Nov. 22, 2016, and U.S. patentapplication Ser. No. 13/839,637, filed Mar. 15, 2013, now U.S. Pat. No.9,551,552, issued Jan. 24, 2017, U.S. patent application Ser. No.15/355,839, filed Nov. 18, 2016, pending, U.S. patent application Ser.No. 15/411,324, filed Jan. 20, 2017, pending, and PCT/US13/27898,published as WO2013/130518.

TECHNICAL FIELD

Embodiments of the present disclosure relate generally methods andapparatuses for active protection from a threat and, more particularly,to active protection systems for use with mobile platforms.

BACKGROUND

Rocket Propelled Grenades (RPGs) and other human carried projectilessuch as Man-portable Air-Defense Systems (MANPADS or MPADS) andshoulder-launched Surface-to-Air Missiles (SAMs) represent seriousthreats to mobile land and aerial platforms. Even inexperienced RPGoperators can engage a stationary target effectively from 150-300meters, while experienced users could kill a target at up to 500 meters,and moving targets at 300 meters. One known way of protecting a platformagainst RPGs is often referred to as active protection and generallycauses explosion or discharge of a warhead on the RPG at a safe distanceaway from the threatened platform. Another known protection approachesagainst RPGs and short range missiles are more passive and generallyemploy fitting the platform to be protected with armor (e.g., reactivearmor, hybrid armor or slat armor).

Active Protection Systems (APS) have been proposed for ground vehiclesfor defense against RPGs and other rocket fired devices with a goodsuccess rate for quite some time. However, these systems are proposed toprotect vehicles that are: 1) armored, 2) can carry heavy loads, and 3)have plenty of available space for incorporation of large criticalsystems. Currently these systems can weigh anywhere between 300 to 3000lbs. and can protect the vehicle when intercepting incoming threats asclose as 5 to 10 ft.

There is a need in the art for active protection systems for mobileaerial platforms, such as, for example, a helicopter, from an aerialthreat, as well as for relatively lightweight, agile and unarmored orarmored land vehicles. There is also a need for such systems to beportable and lightweight enough for carrying on aerial and other mobileplatforms that may have significant weight and size constraints, or onwhich an active protection system may be easily installed. For somesystems, there is a need to have an active protection system that can beincorporated into existing systems already installed on the platform inquestion.

BRIEF SUMMARY

Embodiments of the present disclosure include apparatuses and methodsfor providing protection for mobile platforms, such as, for example, ahelicopter, from an aerial threat. Some embodiments of the presentdisclosure may include methods and apparatuses that are portable andlightweight enough for carrying on aerial platforms that may havesignificant weight and size constraints. Some embodiments of the presentdisclosure may include methods and apparatuses that can be incorporatedinto existing systems already installed on aerial platforms.

Embodiments of the present disclosure include an eject vehicle fordisposition on a mobile platform. The eject vehicle includes a rocketmotor configured to accelerate the eject vehicle along an interceptvector, a plurality of alignment thrusters configured to rotate alongitudinal axis of the eject vehicle to substantially align with theintercept vector, and one or more divert thrusters configured to divertthe eject vehicle in a direction substantially perpendicular to theintercept vector.

Other embodiments of the present disclosure include a method ofintercepting an aerial threat. The method includes ejecting an ejectvehicle from an aerial platform and aligning the eject vehicle along anintercept vector substantially toward a projected intercept point withthe aerial threat. The method also includes accelerating the ejectvehicle along the intercept vector and diverting the eject vehicle fromthe intercept vector one or more times after commencement ofaccelerating the eject vehicle to adjust a course of the eject vehicletoward the projected intercept point.

Other embodiments of the present disclosure include an eject vehicle fordisposition on an aerial platform. The eject vehicle includes asubstantially cylindrical vehicle configured to be disposed within asubstantially tubular dispenser previously configured for dispensingpassive countermeasures from a helicopter as the aerial platform. Theeject vehicle also includes an ejection mechanism configured to propelthe eject vehicle from the substantially tubular dispenser. At least onethruster, at least one motor, or a combination thereof on the ejectvehicle is configured to rotate a longitudinal axis of the eject vehicleto substantially align with an intercept vector and accelerate the ejectvehicle along the intercept vector.

Still other embodiments of the present disclosure include an activeprotection system for an aerial platform. The active protection systemincludes one or more radar modules configured to detect a plurality ofaerial vehicles within a threat range of the aerial platform and one ormore dispensers. Each dispenser is configured to hold one or more ejectvehicles. The active protection system also includes a computing systemconfigured to determine if any of the plurality of aerial vehicles arean aerial threat and cause at least one of the one or more ejectvehicles to be launched from the aerial platform to intercept the aerialthreat. The computing system is also configured to determine anintercept vector to the aerial threat for use by the at least one ejectvehicle after ejection from the one or more dispensers and communicatethe intercept vector to the at least one eject vehicle.

Still other embodiments of the present disclosure include a method foractive protection of an aerial platform. The method includes detectingan aerial threat within a threat range of the aerial platform andcausing at least one eject vehicle to be launched from the aerialplatform to intercept the aerial threat. The method also includesdetermining an intercept vector to the aerial threat for use by the atleast one eject vehicle after its launch and communicating the interceptvector to the at least one eject vehicle prior to its launch.

Still other embodiments of the present disclosure include an activeprotection system for an aerial platform. The active protection systemincludes one or more eject vehicles and an onboard system on the aerialplatform including one or more radar modules. Each of the eject vehiclesinclude a rocket motor configured to accelerate the eject vehicle alongan intercept vector, a plurality of alignment thrusters configured torotate a longitudinal axis of the eject vehicle to substantially alignwith the intercept vector, and one or more divert thrusters configuredto divert the eject vehicle in a direction substantially perpendicularto the intercept vector. The onboard system is configured to detect aplurality of aerial vehicles within a threat range of the aerialplatform and determine if any of the plurality of aerial vehicles are anaerial threat. The onboard system is also configured to determine theintercept vector to the aerial threat, communicate the intercept vectorto at least one eject vehicle, and cause the at least one eject vehicleto be ejected from the aerial platform to intercept the aerial threat.In the active protection system, the at least one eject vehicle isconfigured to activate at least one of the plurality of alignmentthrusters responsive to the intercept vector.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIGS. 1A and 1B illustrate a helicopter as an aerial platform that maybe under attack from an aerial threat and coverage areas that may beemployed to sense when such a threat is present;

FIGS. 2A and 2B illustrate a conventional dispenser in which an ejectvehicle 400 according to one or more embodiments of the presentdisclosure may be placed;

FIG. 3 illustrates systems that may be present on a helicopter and thatmay intercommunicate according to one or more embodiments of the presentdisclosure;

FIG. 4 illustrates an exploded view of an eject vehicle showing variouselements of the EV according to one or more embodiments of the presentdisclosure;

FIGS. 5A-5C illustrate the eject vehicle of FIG. 4 as it may beconfigured during various stages of an intercept mission according toone or more embodiments of the present disclosure;

FIGS. 6A-6C illustrate various propulsion and thruster elements that maybe included with one or more embodiments of the present disclosure;

FIG. 7 illustrates various electrical and communication connections thatmay be present on an EV while it is disposed on the mobile platformprior to launch;

FIG. 8 is a block diagram illustrating elements that may be present onthe eject vehicle according to one or more embodiments of the presentdisclosure;

FIG. 9A is a block diagram illustrating elements that may be present onthe aerial platform according to one or more embodiments of the presentdisclosure;

FIG. 9B is a perspective view of a radar module that may be present onthe aerial platform according to one or more embodiments of the presentdisclosure;

FIGS. 10A and 10B are diagrams illustrating radar scanning beams duringan acquisition mode and a tracking mode, respectively;

FIG. 11 is a spectrum diagram illustrating possible Doppler spectrumregions where various aerial vehicles may be detected;

FIG. 12 is a simplified flow diagram illustrating some of the processesinvolved in one or more embodiments of the present disclosure;

FIG. 13 illustrates an example flight path for the eject vehicle and anaerial threat during an intercept process; and

FIG. 14 illustrates two aerial vehicles flying in a formation andvarious radar sectors that may be covered by the aerial vehicles.

DETAILED DESCRIPTION

In the following description, reference is made to the accompanyingdrawings in which is shown, by way of illustration, specific embodimentsof the present disclosure. The embodiments are intended to describeaspects of the disclosure in sufficient detail to enable those skilledin the art to practice the invention. Other embodiments may be utilizedand changes may be made without departing from the scope of thedisclosure. The following detailed description is not to be taken in alimiting sense, and the scope of the present invention is defined onlyby the appended claims.

Furthermore, specific implementations shown and described are onlyexamples and should not be construed as the only way to implement orpartition the present disclosure into functional elements unlessspecified otherwise herein. It will be readily apparent to one ofordinary skill in the art that the various embodiments of the presentdisclosure may be practiced by numerous other partitioning solutions.

In the following description, elements, circuits, and functions may beshown in block diagram form in order not to obscure the presentdisclosure in unnecessary detail. Additionally, block definitions andpartitioning of logic between various blocks is exemplary of a specificimplementation. It will be readily apparent to one of ordinary skill inthe art that the present disclosure may be practiced by numerous otherpartitioning solutions. Those of ordinary skill in the art wouldunderstand that information and signals may be represented using any ofa variety of different technologies and techniques. For example, data,instructions, commands, information, signals, bits, symbols, and chipsthat may be referenced throughout the above description may berepresented by voltages, currents, electromagnetic waves, magneticfields or particles, optical fields or particles, or any combinationthereof. Some drawings may illustrate signals as a single signal forclarity of presentation and description. It will be understood by aperson of ordinary skill in the art that the signal may represent a busof signals, wherein the bus may have a variety of bit widths and thepresent disclosure may be implemented on any number of data signalsincluding a single data signal.

The various illustrative logical blocks, modules, and circuits describedin connection with the embodiments disclosed herein may be implementedor performed with a general-purpose processor, a special-purposeprocessor, a Digital Signal Processor (DSP), an Application SpecificIntegrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) orother programmable logic device, discrete gate or transistor logic,discrete hardware components, or any combination thereof designed toperform the functions described herein. A general-purpose processor maybe a microprocessor, but in the alternative, the processor may be anyconventional processor, controller, microcontroller, or state machine. Ageneral-purpose processor may be considered a special-purpose processorwhile the general-purpose processor is configured to executeinstructions (e.g., software code) stored on a computer-readable medium.A processor may also be implemented as a combination of computingdevices, such as a combination of a DSP and a microprocessor, aplurality of microprocessors, one or more microprocessors in conjunctionwith a DSP core, or any other such configuration.

In addition, it is noted that the embodiments may be described in termsof a process that may be depicted as a flowchart, a flow diagram, astructure diagram, or a block diagram. Although a process may describeoperational acts as a sequential process, many of these acts can beperformed in another sequence, in parallel, or substantiallyconcurrently. In addition, the order of the acts may be rearranged.

Elements described herein may include multiple instances of the sameelement. These elements may be generically indicated by a numericaldesignator (e.g., 110) and specifically indicated by the numericalindicator followed by an alphabetic designator (e.g., 110A) or a numericindicator preceded by a “dash” (e.g., 110-1). For ease of following thedescription, for the most part element number indicators begin with thenumber of the drawing on which the elements are introduced or most fullydiscussed. For example, where feasible elements in FIG. 3 are designatedwith a format of 3xx, where 3 indicates FIG. 3 and xx designates theunique element.

It should be understood that any reference to an element herein using adesignation such as “first,” “second,” and so forth does not limit thequantity or order of those elements, unless such limitation isexplicitly stated. Rather, these designations may be used herein as aconvenient method of distinguishing between two or more elements orinstances of an element. Thus, a reference to first and second elementsdoes not mean that only two elements may be employed or that the firstelement must precede the second element in some manner. In addition,unless stated otherwise, a set of elements may comprise one or moreelements.

Embodiments of the present disclosure include apparatuses and methodsfor providing protection for mobile platforms, such as, for example, ahelicopter, from an aerial threat. Some embodiments of the presentdisclosure may include methods and apparatuses that are portable andlightweight enough for carrying on aerial platforms that may havesignificant weight and size constraints. Some embodiments of the presentdisclosure may include methods and apparatuses that can be incorporatedinto existing systems already installed on aerial platforms.

FIGS. 1A and 1B illustrate a helicopter as an aerial platform 100 thatmay be under attack from an aerial threat 120 and coverage areas 140that may be employed to sense when such a threat is present within anintercept range (may also be referred to herein as a threat range) ofembodiments of the present disclosure. As shown in FIG. 1A, the aerialthreat 120 may be shot by an attacker 110 toward the aerial platform100.

As used herein, “aerial threat” or “threat” are used interchangeable torefer to any threat directed toward a mobile platform, includingprojectiles, rockets, and missiles that may be shoulder launched orlaunched from other platforms. As non-limiting examples, such aerialthreats include Rocket Propelled Grenades (RPGs), Man-portableAir-Defense Systems (MANPADS or MPADS), shoulder-launched Surface-to-AirMissiles (SAMs) Tube-launched, Optically tracked, Wire-guided missiles(TOWs), and other aerial weapons, having a trajectory and ordnance suchthat they may cause damage to the mobile platform.

The term “aerial platform” includes, but is not limited to platform suchas, helicopters, Unmanned Airborne Vehicle (UAVs), Remotely PilotedVehicles (RPVs), light aircraft, hovering platforms, and low speedtraveling platforms. The protection systems and methods of the presentdisclosure are particularly useful for protecting aerial platformsagainst many kinds of aerial threats.

While embodiments of the present disclosure may be particularly suitablefor use on aerial platforms 100 due to the small size and weight, theymay also be used in other types of mobile platforms like ground-basedmobile platforms such as, for example, tanks, armored personnelcarriers, personnel carriers (e.g., Humvee and Stryker vehicles) andother mobile platforms capable of bearing embodiments of the presentdisclosure. Moreover, embodiments of the present disclosure may be usedfor relatively stationary ground based personnel protection wherein amobile platform may not be involved. Accordingly, embodiments of thedisclosure are not limited to aerial applications.

FIG. 1B illustrates coverage areas 140 in which one or more embodimentsof the present disclosure may detect an incoming aerial threat 120 andperform active countermeasures using one or more embodiments of thepresent invention to remove the aerial threat 120 before it can damagethe aerial platform 100. Some embodiments of the present disclosure maybe configured such that they can be disposed in previously existingCountermeasures Dispenser Systems (CMDS).

FIGS. 2A and 2B illustrate a dispenser 200 configured as a conventionalCMDS (e.g., an AN/ALE-47) in which an eject vehicle 400 (EV) accordingto one or more embodiments of the present disclosure may be placed.AN/ALE-47 dispensers are conventionally used to dispense passivecountermeasures, such as, for example, radar-reflecting chaff, infraredcountermeasures to confuse heat-seeking missile guidance, and disposableradar transmitters. With some embodiments of the present disclosure,eject vehicles 400 may also be placed in the AN/ALE-47 and ejectedtherefrom under control of the AN/ALE-47 and other electronics on theaerial platform 100 (FIG. 1). The eject vehicle 400 may be configured asa substantially cylindrical vehicle to be placed in a tubular dispenser210 and ejection may be controlled from control wiring 220 connected tothe dispenser 200. Moreover, the dispenser 200 may be configured to holdboth the passive countermeasures for which it was originally designed,as well as one or more eject vehicles 400 according to embodiments ofthe present disclosure.

While some embodiments of the eject vehicle 400 may be configured to bedisposed in an AN/ALE-47, other types of dispensers 200 or other typesof carriers for the eject vehicle 400 may also be used. Moreover, thetubular dispenser 210 is illustrated with a circular cross section.However, other cross sections may be used, such as, for example, square,hexagonal, or octagonal.

FIG. 3 illustrates systems that may be present on a helicopter frame 300and that may intercommunicate according to one or more embodiments ofthe present disclosure. The helicopter frame 300 and systems describedare used as specific examples to assist in giving details aboutembodiments of the present disclosure. In the specific example of FIG.3, an AAR-47 Missile Approach Warning System (MAWS) warns of threatmissile approaches by detecting radiation associated with the missile.In the specific example, four MAWSs (320A, 320B, 320C, and 320D) aredisposed near four corners of the helicopter frame 300. A centralprocessor 360 may be used to control and coordinate the four MAWSs(320A, 320B, 320C, and 320D).

Two AN/ALE-47 dispensers (200A and 200B) are positioned on outboardsides of the helicopter frame 300, each of which may contain one or moreeject vehicles 400. As shown in FIG. 3, there are four eject vehicles400 on each side labeled EV1 through EV4 on one side and labeled EV5-EV8on the other side. The AN/ALE-47 dispensers are each controlled by anAN/ALE-47 sequencer (350A and 350B), which are, in turn, controlled bythe central processer 360.

According to one or more embodiments of the present disclosure fourradar modules (900A, 900B, 900C, and 900D) are included to augment andconnect with the AAR-47s and communicate with the eject vehicles 400.These radar modules 900 (See FIG. 9A) are configured to detect and trackrelatively small incoming aerial threats (e.g., an RPG) as well as theoutgoing eject vehicles 400. Moreover, the radar modules 900 can sendwireless communications (340A, 340B, 340C, and 340D) to the ejectvehicles 400 both before and after they are ejected from the dispensers(200A and 200B). The radar modules 900, and eject vehicles 400 may eachinclude unique identifiers, such as, for example, a Media Access Control(MAC) address. The radar modules 900 may also be configured to detect,track, and communicate with other friendly platforms such as, forexample, other helicopters flying in formation with the helicopter.Thus, all helicopters within communication range can communicate andshare radar and control information to form a broad coverage area,similar to cellular telephone base station coverage. Moreover, and asexplained more fully below, the helicopters may communicate to definedifferent sector coverage areas such that one helicopter does not launchan eject vehicle 400 into a sector that may damage or interfere withanother helicopter.

The control processors, such as the central processor 360, the MAWSs320, the radar modules 900, the sequencers 350, and the dispensers 200may be configured to form an ad hoc network and include the ejectvehicles 400.

The specific example of FIG. 3 is shown to illustrate how radar modules(900A-900C) and eject vehicles (EV1-EV8) of the present disclosure canbe incorporated with existing systems on helicopter platforms withlittle change. Of course, other systems may be employed with embodimentsof the present disclosure. As a non-limiting example, one radar 900A maybe position on one side of the helicopter frame 300 and another radarmodule 900C may be positioned on another side of the helicopter frame.In such a case, the radar modules 900 would be configured to providehemispherical coverage areas. These radar modules 900 may be controlledby, communicate with, or a combination thereof, a different centralprocessor 360 configured specifically for embodiments of the presentdisclosure. Moreover, the eject vehicles 400 may be disposed indifferent carriers or different dispensers from the AN/ALE-47 dispensers(200A and 200B) shown in FIG. 3.

When embodiments of the present disclosure are used as illustrated inFIG. 3, they provide an ultra-light weight active protection system forhelicopter platforms that may increase the survivability against RPGattacks to better than 90% for RPGs fired from ranges as close as about100 meters away.

In order to satisfy the helicopter platform constraints, embodiments ofthe present disclosure address many significant technology areas:

1) For helicopter applications, size, weight, and power should beconsidered. Every pound of added airframe equipment will reduce capacityto carry personnel or cargo, and the space for adding equipment to theairframe may be at a premium. At least some embodiments of the presentdisclosure are configured to be less than about 50 pounds and occupyabout 5.5″×5.5″ surface area at each of the four corners of a helicopterexterior shell and with minimal impact to existing wiring kits.

2) Helicopters generally do not carry armor and thus, the intercept ofan incoming threat (e.g., an RPG) must occur at a range that is safe tothe un-armored helicopter airframe. Using an RPG-7 as an example, toachieve a survival probability of about 99% from the blast alone, theintercept should occur at distances beyond 30 meters from the helicoptershell. This requirement significantly influences the system responsetime, when considering that an RPG fired at a 100-meter distance mayimpact the helicopter in less than about 600 milliseconds.

3) A third concern is fratricide and collateral damage to friendlyforces that may be amplified by the helicopter platform deployingkinetic countermeasures in a position above ground and potentially nextto a wingman helicopter or in the vicinity of civilians, friendlytroops, or a combination thereof. Some embodiments of the presentdisclosure are configured to work in combination with embodiments onother helicopters when the helicopters are flying in formationrelatively close to each other.

4) Some embodiments of the present disclosure can geo-locate theattacker 110 (FIG. 1) after few radar track frames are processed.

5) Embodiments of the present disclosure can engage multiple threats ata time. In other words, multiple incoming aerial threats 120 can bedetected and tracked and multiple outgoing eject vehicles 400 can betracked. In addition, to increase a probability of destroying anincoming aerial threats 120, multiple eject vehicles 400 may belaunched, directed toward, and detonated proximate the same aerialthreat 120.

6) Finally, eject vehicles 400 can be launched and guided to the pointof attack with the same or different warheads and detonated above thethreat point of origin.

To address these technology areas, some embodiments of the presentdisclosures include an active kinetic countermeasure projectile (i.e.,the eject vehicle 400 of FIG. 2) including an ejection mechanism with animpulse charge that can fit in, and can be launched by, the AN/ALE-47chaff/flare dispenser 200. Some embodiments of the present disclosuresinclude the radar module 900 covering a 90 degree sector or more (i.e.,with a 90 degree sector each helicopter platform would use four radarmodules 900).

When referring to the radar module 900 herein (e.g., as shown in FIGS. 1and 3), it should be understood that in some embodiments the radarmodule 900 may perform the operations described herein in combinationwith other electronics and processors on the aerial platform 100. Assuch, the radar modules 900 may be used to: 1) search, acquire, andtrack incoming aerial threats 120, 2) launch the active kineticcountermeasure (i.e., eject vehicle 400), 3) track the outgoing ejectvehicle 400 with respect to the incoming aerial threat 120, 4) point andguide the eject vehicle 400 toward the incoming aerial threat 120, 5)command detonate the eject vehicle 400, and 6) geo-locate the attacker110, all in less than about one second. In one configuration, at leasttwo AN/ALE-47 dispensers 200 would be used in conjunction with the fourradar modules 900 such that each dispenser 200 provides hemisphericalcoverage.

The radar modules 900 may be configured as pulse Doppler radar modules900 to scan the azimuth plane and the elevation plane using twoorthogonal fan beams and may be configured to cover a 90 degree sectorin about 20 milliseconds. Upon detecting an incoming aerial threat 120,the associated radar module 900 may then direct the launch and guidanceof an eject vehicle 400 from an AN/ALE-47 dispenser 200 that covers thatsector. The eject vehicle 400 may be command guided to the target by theradar module 900 and command detonated. The radar modules 900 may beconfigured as an addition to the existing AN/AAR-47 system and may useits existing interface for launching of the eject vehicle 400.

Some of the embodiments of the present disclosure may be configured todeploy an eject vehicle 400 that fits in a standard dispenser 200 butcould be stabilized and pointed towards the threat after launch, in lessthan about 50 milliseconds, in the rotor downwash of a helicopter, andwhen ejected in the fixed direction dictated by the dispenser 200. Theradar modules 900 may then guide the eject vehicle 400 to accuratelyintercept the aerial threat 120 within about 330 milliseconds and thusreduce the requirement of carrying a large warhead.

FIG. 4 illustrates an exploded view of an eject vehicle 400 showingvarious elements of the eject vehicle 400 according to one or moreembodiments of the present disclosure. Reference may also be made toFIGS. 1-3 in describing features and operations of the eject vehicle400. The eject vehicle 400 is a lightweight guided projectile that, insome embodiments, may be designed to be launched from chaff/flaredispensers. The eject vehicle 400 may intercept and destroy incomingaerial threats 120 at ranges sufficient to prevent damage to the hostaerial platform 100. The eject vehicle 400 may be packaged in acartridge containing an impulse charge and interface electronicsdesigned to fit the AN/ALE-47 dispenser magazine.

The eject vehicle 400 includes an ejection piston 780 configured totransmit the energy of an impulse cartridge 750 (described below inconnection with FIG. 7) to the eject vehicle 400 and launch the ejectvehicle 400 away from the aerial platform 100 to a distance safe enoughfor the eject vehicle 400 to begin performing alignment and interceptionmaneuvers.

A rocket motor 420 may be used to propel the eject vehicle 400 towardthe aerial threat 120 after the eject vehicle 400 has been rotated suchthat a longitudinal axis of the eject vehicle 400 is pointed in thegeneral direction of the aerial threat 120. A first set of folding fins482 may be attached to the rocket motor 420 and configured to deployonce the eject vehicle 400 has exited the dispenser 200. The foldingfins 482 are small and configured to provide stability to the ejectvehicle 400 during its flight path rather than as control surfaces fordirecting the fight path.

An airframe shell 430 may be configured to contain a warhead 440, adivert thruster module 610, a nose thruster module 620 (may also bereferred to herein as an alignment thruster module 620), an electronicsmodule 450, and a battery 452. An airframe nose 490 may be configured toattach to the airframe shell 430 to protect the electronics module 450and provide a somewhat aerodynamic nose for the eject vehicle 400.

A safe and arm module 460 may be included within the airframe shell 430and configured to safely arm the warhead 440 when the eject vehicle 400is a safe distance away from the aerial platform 100.

FIGS. 5A-5C illustrates the eject vehicle 400 of FIG. 4 as it may beconfigured during various stages of an intercept mission according toone or more embodiments of the present disclosure. Stage 1, in FIG. 5A,illustrates the eject vehicle 400 in the cartridge and including theejection piston 780, the rocket motor 420, the airframe shell 430, andthe airframe nose 490.

Stage 2, in FIG. 5B, illustrates the eject vehicle 400 after it has beendispensed and shows the rocket motor 420, the airframe shell 430, andthe airframe nose 490. FIG. 5B also illustrates the folding fins 482deployed near the end of the rocket motor 420 and wireless communicationantennas 890 deployed near the airframe nose 490.

Stage 3, in FIG. 5C illustrates the eject vehicle 400 after the rocketmotor 420 has burned and been detached from the airframe shell 430. Atthis stage, the eject vehicle 400 may be referred to as a terminalvehicle and includes the airframe nose 490, the wireless communicationantennas 890, and the airframe shell 430. Still within the airframeshell 430 are the warhead 440, the divert thruster module 610, thealignment thruster module 620, the electronics module 450 the battery452, and the safe and arm module 460. After the rocket motor 420 isdetached, a second set of folding fins 484 are deployed from theairframe shell 430 to stabilize the eject vehicle 400 during theremainder of the flight to intercept the aerial threat 120. This secondset of folding fins 484 are used to replace the first set of foldingfins 482 that were attached to the rocket motor 420, which has beendetached from the airframe shell 430 during stage 3.

In addition, after the rocket motor 420 is detached, one or more cornerreflectors 470 are exposed. The corner reflector 470 may be configuredwith sharp angles to enhance radar detection of the eject vehicle 400 bya radar module 900 on the aerial platform 100. For example, the cornerreflector 470 may be configured as an interior angle of a small cubeshape, which will enhance radar detection.

Returning to FIG. 4, the alignment thruster module 620 is offset from acenter of mass of the eject vehicle 400 such that an initial pitchmaneuver can be performed to align the longitudinal axis of the ejectvehicle 400 along an intercept vector pointed toward the aerial threat120. This alignment maneuver is performed prior to the burn of therocket motor 420.

The divert thruster module 610 is position substantially near a centerof mass of the terminal vehicle and is used to laterally divert theterminal vehicle from its current flight path to make minor correctionsto the flight path in order to more accurately intercept the aerialthreat 120. The terminal vehicle may be referred to herein as the ejectvehicle 400 and it should be understood what is being referred to basedon the context of the discussion.

The warhead 440 may be command detonated when the radar module 900 onthe aerial platform 100 determines that the eject vehicle 400 hasreached the closest point of approach (nominally about 15 cm). The useof thrusters, provide the fast reaction times that may be needed tointercept the aerial threat 120 at a nominal distance of about 50 meterswhen the aerial threat 120 is launched from a range of about 100 meters.

FIGS. 6A-6C illustrate various propulsion and thruster elements that maybe included with one or more embodiments of the present disclosure. FIG.6A illustrates a nose thruster module 620 with four nose thrusters 622(two are hidden) arranged around a periphery of the nose thruster module620. These nose thrusters 622 (also referred to herein as alignmentthrusters 622) are positioned to generate a perpendicular force on theeject vehicle 400 relative to the longitudinal axis and are offset fromthe center of mass of the eject vehicle 400 so that an initial pitchmaneuver can be performed to rotate and align the longitudinal axis ofthe eject vehicle 400 along an intercept vector pointed toward theaerial threat 120. In this embodiment, the four nose thrusters areorthogonally arranged giving two opportunities to adjust the pitch ofthe eject vehicle 400 in each direction. Of course, other embodimentsmay include fewer or more alignment thrusters 622.

FIG. 6B illustrates a divert thruster module 610 with eight divertthrusters 612 (five are hidden) arranged around a periphery of thedivert thruster module 610. These divert thrusters 612 are positioned togenerate a perpendicular force on the eject vehicle 400 relative to thelongitudinal axis and are positioned near the center of mass of theeject vehicle 400 so that the divert thrusters will move the ejectvehicle 400 laterally to a slightly different travel path whilesubstantially maintaining the same pitch. Thus, the divert thrusters 612can modify the flight path of the eject vehicle 400 to correct for minorerrors in the initial pitch maneuvers pointing directly toward theaerial threat. In this embodiment, eight divert thrusters 612 are usedgiving eight opportunities to adjust the flight path of the ejectvehicle 400 during its flight toward the aerial threat 120. Of course,other embodiments may include fewer or more divert thrusters 612.

FIG. 6C illustrates a thruster 650 configured to expel a gas through anozzle 652 to create a lateral force. The thruster 650 may be controlledfrom a thrust signal 654, which may be connected to the electronicsmodule 450 of the eject vehicle 400. The thruster 650 is one example ofa type of thruster that may be used for both the divert thrusters 612and the alignment thrusters 622.

FIG. 7 illustrates various electrical and communication connections thatmay be present on the eject vehicle 400 while it is disposed on theaerial platform 100 prior to launch. A cartridge 710 includes acartridge flange 720 such that the cartridge 710 may be securely placedin a dispenser 200 (FIG. 2). An end cap 790 may be positioned over thecartridge 710 to hold the eject vehicle 400 within the cartridge 710. Animpulse cartridge 750 is positioned near the base of the cartridgeflange 720 and is configured to fire in response to a fire commandsignal 755 from the radar module 900 (FIG. 3) or other electronics onthe aerial platform 100. An ejection piston 780 is positioned betweenthe impulse cartridge 750 and the eject vehicle 400 and is configured totransmit the energy of the firing impulse cartridge 750 to the ejectvehicle 400 and propel the eject vehicle 400 out of the dispenser 200and safely away from the aerial platform 100.

A power signal 740 and a ground signal 730 may run along or through thecartridge to an antenna spring contact 745 and a ground spring contact735, respectively. The ground spring contact 735 is configured toflexibly couple with a ground patch 738 on the eject vehicle 400 toprovide a ground for the eject vehicle 400 electronics while the ejectvehicle 400 is in the cartridge 710. The antenna spring contact 745 isconfigured to flexibly couple with the antenna 890 on the eject vehicle400 and a power signal on the eject vehicle 400 to provide power anddirect communication for the eject vehicle 400 electronics while theeject vehicle 400 is in the cartridge 710. The cartridge 710 may includea cartridge antenna 760 that may be coupled to the antenna 890 of theeject vehicle 400 by the antenna spring contact 745. Thus, the ejectvehicle 400 may communicate wirelessly 795 with electronics on board theaerial platform 100 through the antenna 890 on the eject vehicle 400 orthrough the cartridge antenna 760.

FIG. 8 is a block diagram illustrating elements that may be present onthe eject vehicle 400 according to one or more embodiments of thepresent disclosure. A microcontroller 810 may be coupled to a memory820, which is configured to hold instructions for execution by themicrocontroller 810 and data related to command and control of the ejectvehicle 400. The microcontroller 810 may be any suitablemicrocontroller, microprocessor, or custom logic configured to directlyexecute, or execute responsive to software instructions, processesrelated to operation of the eject vehicle 400. The memory may be anysuitable combination of volatile and non-volatile memory configured tohold data and computing instructions related to operation of the ejectvehicle 400.

One or more antennas 890 may be configured to provide a communicationlink with electronics (e.g., the radar module 900) onboard the aerialplatform 100. As non-limiting examples, the communication link may beconfigured using WiFi or WiMax frequencies and protocols. A diversitycombiner 880 may be used to combine signals from multiple antennas.

A communication transceiver 870 (e.g., a WiFi transceiver) may becoupled to the diversity combiner 880 and be configured to transmit andreceive frequencies to and from the diversity combiner 880. Acommunication modem 860 (e.g., a WiFi modem) may be coupled to thecommunication transceiver 870 and be configured to package and modulatecommunication information for communication transmission as well asdemodulate and extract information from communication reception. Themicrocontroller 810 receives information from the communication modem860 and may perform operation related to the received information. Inaddition, based on processes performed on the microcontroller 810,information may be sent to the communication modem 860 for transmissionthrough the one or more antennas 890.

The microcontroller 810 may be coupled to a thrust controller 830, whichinterfaces with the alignment thrusters 622 and the divert thrusters 612(FIG. 6). A warhead fuzing interface 840 may be provided to interface tothe warhead 440 (FIG. 4), the safe and arm module 460 (FIG. 4) or acombination thereof, for arming and control of detonation of the warhead440.

A roll sensor 850 and a vertical reference 855 may be used incombination to determine the attitude of the eject vehicle 400 as wellas a spin rate and spin position of the eject vehicle 400 andcommunicate such information to the microcontroller 810. Other types ofsensors, such as, for example, accelerometers and magnetometers may alsobe used for this purpose.

FIG. 9A is a block diagram illustrating elements that may be present onthe aerial platform 100 according to one or more embodiments of thepresent disclosure. The electronics module and functions thereof on theaerial platform 100 may be contained within a radar module 900, asillustrated in FIG. 9B. Alternatively, some of the function may bewithin the radar module 900 while other functions may be located indifferent places on the aerial platform 100 such as, for example, thecentral processor 360 (FIG. 3). The various modules used to control theradar module 900 and the eject vehicle 400 and determine otherinformation related thereto may be collectively referred to herein as anonboard system.

FIG. 9B is perspective view of the radar module 900 that may be presenton the aerial platform according to one or more embodiments of thepresent disclosure. The radar module 900 includes an azimuth scan radarantenna 920, an elevation scan radar antenna 940, and a wirelesscommunication link antenna 960.

The azimuth scan radar antenna 920 is included in an azimuth radarsubsystem, which includes a diplexer 922 for combining radar sent andreflected radar received. A Radio Frequency (RF) up/down converter 925converts the radar frequencies sent from a digital synthesizer 930 andconverts the radar frequencies received for use by a digital receiver935.

The elevation scan radar antenna 940 is included in an elevation radarsubsystem similar to the azimuth radar subsystem, but configured for theelevation direction. The elevation radar subsystem includes a diplexer942 for combining radar sent and reflected radar received. A RadioFrequency (RF) up/down converter 945 converts the radar frequencies sentfrom a digital synthesizer 950 and converts the radar frequenciesreceived for use by a digital receiver 955.

The wireless communication link antenna 960 may be configured to providea communication link with electronics onboard the eject vehicle 400. Asnon-limiting examples, the communication link may be configured usingWiFi or WiMax frequencies and protocols. A wireless communicationsubsystem includes a communication transceiver 965 (e.g., a WiFitransceiver) coupled to the wireless communication link antenna 960 andconfigured to transmit and receive frequencies to and from the antenna960. A communication modem 970 (e.g., a WiFi modem) may be coupled tothe communication transceiver 965 and be configured to package andmodulate communication information for communication transmission aswell as demodulate and extract information from communication reception.

A sector processor 910 communicates with the elevation radar subsystem,the azimuth radar subsystem, and the wireless communication subsystem.The sector processor 910 may communicate helicopter navigationinformation 912 from other electronics on the aerial platform 100.Referring also to FIG. 3, the sector processor 910 may also communicatewith the dispenser 200 (e.g., one or more ALE-47s) using communicationsignal 914 and the missile approach warning system 320 (e.g., one ormore AAR-47s) using communication signal 916. The sector processor 910performs a number of functions to detect and track aerial threats 120,control and track the eject vehicle 400, as well as other functionsrelated to the active protection system. In some embodiments,communication between the dispenser 200 and the sector processor 910 maybe accomplished through the missile approach warning system 320.

The sector processor 910 in combination with the radar subsystems candetect and track incoming aerial threats 120 (e.g., RPGs). Based on thetracking of the incoming aerial threat, and in combination withnavigation information from the aerial platform, the sector processorcan extrapolate to a geo-location of the attacker 110, from where theaerial threat was launched. The aerial platform may act on thisgeo-location or transmit the geo-location to other aerial platforms orground based platforms for follow-up actions.

The sector processor 910 may be configured to send launch commands tothe dispenser 200 on communication signal 914 to launch one or moreeject vehicles 400 to intercept one or more detected aerial threats 120.The sector processor 910 may also calculate required pitch adjustmentsthat should be performed by the eject vehicle 400 after it has beenejected and is safely away from the aerial platform 100.

Once the eject vehicle 400 is launched, the sector processor 910 may beconfigured to track the eject vehicle 400 and send guidance commands(i.e., divert commands) to the eject vehicle 400 so the eject vehicle400 can perform divert maneuvers to adjust its flight path toward theaerial threat 120. The sector processor 910 may also be configured todetermine when the eject vehicle 400 will be near enough to the aerialthreat 120 to destroy the aerial threat 120 by detonation of the warhead440 on the eject vehicle 400. Thus, a detonation command may be sent tothe eject vehicle 400 instructing it to detonate, or instructing it todetonate at a detonation time after receiving the command.

FIGS. 10A and 10B are diagrams illustrating radar scanning beams duringan acquisition mode and a tracking mode, respectively. Referring toFIGS. 10A, 10B, 9, and 3, the radar modules 900 may be mounted in closeproximity to the existing AN/ALR-47 missile warning receiver (MWR)installations to provide 360 degrees spatial coverage while minimizingwiring modifications to the helicopter. It is anticipated that an aerialthreat 120 will be launched at relatively short ranges, typically on theorder of 100 m. The radar modules 900 are designed to detect and trackthe low radar cross section (typically −15 dBsm) of an RPG fired fromany aspect angle, within 30 milliseconds of launch, and out to a rangeof at least 300 meters. The radars operate in the Ka-Band to minimizethe antenna size yet provide the precision angular measurements neededto guide the eject vehicle 400 to intercept the aerial threat 120. Ahigh pulse-repetition-frequency pulse Doppler waveform provides radialvelocity measurements as well as the clutter rejection needed to operatein close proximity to the ground while detecting low radar cross sectiontargets. Pulse compression may be used to achieve precision rangemeasurements as well as increasing the transmit duty cycle to bestutilize the capabilities of existing Ka-Band solid-state poweramplifiers. The antennas generate a pair of orthogonal fan beams,providing a continuous track-while-scan capability to minimize detectionlatency and provide multiple target track capability. Beam scanning canbe accomplished using a frequency scan method to eliminate the need forexpensive phase shifters.

FIG. 10A illustrates an acquisition mode wherein the elevation radargenerates an elevation fan beam extending in the vertical direction thatsweeps in the horizontal direction and the azimuth radar generates anazimuth fan beam extending in the horizontal direction that sweeps inthe vertical direction. Thus, an entire 90-degree scan sector can becovered by the radar systems to quickly detect and acquire an incomingaerial threat 120 when it is within range.

FIG. 10B illustrates a track mode. In FIG. 10B, two sequential azimuthscans and two sequential elevation scans are shown that pinpoint a firstlocation 1010 of the eject vehicle 400. In addition, two sequentialazimuth scans and two sequential elevation scans are shown that pinpointa second location 1020 of the aerial threat 120. With this locationinformation, the sector processor can derive relative positioninformation that can be used to provide divert commands to the ejectvehicle 400 to more closely intercept the aerial threat 120.

FIG. 11 is a spectrum diagram illustrating possible Doppler spectrumregions where various aerial vehicles may be detected. As non-limitingexamples, FIG. 11 illustrates a ground clutter spectrum 1110, a spectrum1120 for the eject vehicle 400 (i.e., PRJ in FIG. 11), a spectrum 1130that may be indicative of an RPG, and a spectrum 1140 that may beindicative of a MANPAD. Of course, other aerial threats and theirassociated spectrums may also be identified.

FIG. 12 is a simplified flow diagram illustrating some of the processes1200 involved in one or more embodiments of the present disclosure. Theprocesses may be loosely considered as an acquisition phase 1210, apre-launch phase 1220, an align and launch phase 1240, a guidance phase1260, a divert phase 1270, and a detonation phase 1280.

Operation block 1212 indicates that continuous radar scans are performedlooking for incoming aerial threats. Decision block 1214 indicates thatthe process loops until a target is detected. While not shown, duringthis phase the radar modules 900 may also be detecting distance andangle to wingman platforms (i.e., other aerial platforms) in thevicinity. Using communication between the various wingman platforms,sectors of responsibility can be identified as discussed more fullybelow in connection with FIG. 14.

If a target is detected, the process 1200 enters the pre-launch phase1220. Operation block 1222 indicates that the sector processor 910 usesthe range and travel direction of the incoming aerial threat 120 tocalculate a threat direction to the incoming aerial threat 120 and anintercept vector pointing from a deployed eject vehicle 400 to aprojected intercept point where the eject vehicle 400 would interceptthe incoming aerial threat 120. Operation block 1224 indicates that theintercept vector is sent to the eject vehicle 400. The intercept vectormay be sent to the eject vehicle 400 in a number of forms. The actualdirectional coordinates may be sent and the eject vehicle 400 would beresponsible for determining the proper pitch maneuvers to perform.Alternatively, the sector processor 910 may determine the proper pitchmaneuvers that the eject vehicle 400 should perform after launch andsend only pitch commands (e.g., start and burn times for each alignmentthruster 622) to be used during the pitch maneuvers. While FIG. 12indicates that the intercept vector or pitch commands are sent beforelaunch, some embodiments may be configured such that this informationcan be sent after launch.

During the acquisition phase 1210 and pre-launch phase 1220, the ejectvehicle 400 remains in the dispenser 200 and connected to power. An RFcommunication link may be in operation through the eject vehicle 400antenna via a transmission line inside the dispenser 200.

The process enters the align and launch phase 1240 after the interceptvector is determined. Operation block 1242 indicates the impulsecartridge 750 is fired to propel the eject vehicle 400 from thedispenser 200 and safely away from the aerial platform 100.

Operation block 1244 indicates that the pitch maneuvers are performed toalign the eject vehicle 400 with the already determined interceptvector. The pitch maneuver is a two-stage process that sequentiallyexecutes an azimuth rotation and an elevation rotation to align thelongitudinal axis of the eject vehicle along the intercept vector. Thepitch maneuver does not have to be exact. As a non-limiting example,offsets of up to about 10 to 15 degrees may be corrected during flightof the eject vehicle 400 using the divert thrusters 612 during theguidance phase 1260. After ejection, the folding fins 482 will deployand the communication link antennas 890 will deploy and wirelesscommunication between the eject vehicle 400 and the radar module 900 maycommence.

Operation block 1246 indicates that the rocket motor 420 will fire,which accelerates the eject vehicle 400 to about 160 meters/second andimposes a spin rate on the eject vehicle 400 of about 10 Hertz. Uponexhaustion, the rocket motor 420 and folding fins 482 will separate andthe Terminal Vehicle (TV) is exposed. With separation of the TV, thesecond folding fins 484 deploy and the corner reflector 470 is exposed.

During the guidance phase 1260, the process will perform a track anddivert loop in order to adjust the flight path of the eject vehicle 400to more closely intercept the aerial threat 120. Operation block 1262indicates that the sector processor 910 will track the eject vehicle 400and aerial threat 120 as discussed above with reference to FIGS. 9A-10B.Decision block 1264, indicates that the sector processor 910 willdetermine if a divert maneuver is required to intercept the incomingaerial threat 120 and estimate the direction of divert thrust required.

A divert phase 1270 includes operations to cause the eject vehicle 400to modify its course. Operation block 1272 indicates that the divertdirection and time, if required, are sent to the eject vehicle 400.

The divert process takes into account the rotation of the eject vehicle400 and the direction of the desired divert thrust. This rotation adds acomplication to the selection and fire time determination of the properdivert thruster 612, but also ensures that all of the available divertthrusters 612 can be used to divert the eject vehicle 400 in any desireddirection substantially perpendicular to the travel direction of theeject vehicle 400. Operation block 1274 indicates that the processor onthe eject vehicle 400 will select the divert thruster to be fired anddetermine the firing time based on the divert angle received from thesector processor and its internal attitude sensors.

Operation block 1276 indicates that the appropriate divert thruster 612is fired at the appropriate fire time to move the eject vehicle 400laterally along a diversion vector to adjust the flight path of theeject vehicle 400. As a non-limiting example, each divert thruster 612may be capable of correcting for about two degrees of error from theinitial pointing of the eject vehicle 400 during the pitch maneuver.Thus, when the divert thrusters 612 are fired when the eject vehicle isin the correct rotational position, the process can slide the traveldirection vector of the eject vehicle 400 toward the path of the aerialthreat 120. Moreover, the process can fire in any circular direction andcan fire multiple divert thrusters 612 in the same direction torepeatedly move the eject vehicle 400 in the same direction.

While FIG. 12 indicates the guidance phase 1260 and the detonation phase1280 as operating sequentially, they also may operate in parallel.During the detonation phase 1260, operation block 1282 indicates thatthe sector processor 910 determines an optimum intercept time when theeject vehicle 400 will be at its closest point to the aerial threat 120.Operation block 1284 indicates that a detonation command may be sent tothe eject vehicle 400. This detonation command may be in the form of adetonation time for the eject vehicle to count out or it may be in theform of an immediate command for the eject vehicle 400 to perform assoon as the command is received.

Operation block 1286 indicates that the warhead 440 on the eject vehicle400 is detonated at the intercept time responsive to the detonationcommand received from the sector processor 910.

FIG. 13 illustrates an example flight path for the eject vehicle 400 andan aerial threat 120 during an intercept process. In this example, atypical RPG and EV trajectory example are shown. The RPG is launched ata range of about 100 meters and 30 degrees left of the nose of thehelicopter. The eject vehicle 400 receives its coordinate commands fromthe radar module 900 and is then ejected from the port chaff dispenser200 at an angle of 90 degrees to the helicopter axis.

During period 1310, the eject vehicle 400 separates to a distance ofabout two meters from the helicopter. During period 1320, the nosethrusters pitch the eject vehicle 400 to the approximate approach angleof the incoming RPG (e.g., within about ±10° accuracy). The rocket motor420 then fires to accelerate the eject vehicle 400 to approximately 160meters/second and is then separated from the remaining terminal vehicleupon exhaustion.

During period 1330, the radar module 900 transmits a series of divertcommands to the eject vehicle 400, which fires the divert thrusters 612to correct the trajectory of the eject vehicle 400 and intercept theRPG. A radar command is finally sent to the eject vehicle 400 todetonate the warhead 440 when the terminal vehicle reaches the closestpoint of approach (CPA). The guidance algorithm may be configured toproduce a maximum CPA of about 30 centimeters, which is well within thelethal 0.6-meter kill radius of the warhead 440.

FIG. 14 illustrates two aerial vehicles flying in a formation andvarious radar sectors that may be covered by the aerial vehicles. Asignificant concern is the presence of wingman helicopters and thepotential damage caused by accidental targeting. The system presentedhas capability of tracking and recognizing the adjacent helicopters andnetworking with their associated active protection systems to avoidcollateral damage by handing off sectors covered by other platforms. InFIG. 14, a first helicopter 1410 is monitoring a first radar sector1410A, a second radar sector 1410B, a third radar sector 1410C, and afourth radar sector 1410D.

A second helicopter 1420 near the first helicopter 1410 is monitoring afifth radar sector 1420A, a sixth radar sector 1420B, a seventh radarsector 1420C, and an eighth radar sector 1420D. If an aerial threatapproaches form a direction indicated by arrow 1430 it may be detectedby the third radar sector 1410C of the first helicopter 1410 and theseventh radar sector 1410C of the second helicopter 1420. If the firsthelicopter 1410 attempts to launch an eject vehicle, it may cause damageto the second helicopter 1420. However, using communication between thevarious wingman platforms, sectors of responsibility can be identified.Thus, for the direction indicated by arrow 1430, the first helicopter1410 can determine that the third radar sector 1410C will be covered bythe seventh radar sector 1420C of the second helicopter 1420. As aresult, while this formation continues, the first helicopter does notrespond to threats in its third radar sector 1410C.

While the present disclosure has been described herein with respect tocertain illustrated embodiments, those of ordinary skill in the art willrecognize and appreciate that the present invention is not so limited.Rather, many additions, deletions, and modifications to the illustratedand described embodiments may be made without departing from the scopeof the invention as hereinafter claimed along with their legalequivalents. In addition, features from one embodiment may be combinedwith features of another embodiment while still being encompassed withinthe scope of the invention as contemplated by the inventor.

What is claimed is:
 1. An active protection system comprising anintercept vehicle carried by an aircraft, the intercept vehiclecomprising: alignment thrusters configured to rotate the interceptvehicle about an axis orthogonal to a longitudinal axis of the interceptvehicle to at least substantially align the longitudinal axis of theintercept vehicle with an intercept vector; a rocket motor configured toaccelerate the intercept vehicle along the intercept vector after theintercept vehicle is aligned with the intercept vector; and divertthrusters configured to divert the intercept vehicle in a directiontransverse to a flight path of the intercept vehicle.
 2. The activeprotection system of claim 1, further comprising a carrier disposed onthe aircraft, the carrier carrying the intercept vehicle.
 3. The activeprotection system of claim 1, wherein the aircraft comprises an unmannedairborne vehicle, a light aircraft, a low speed aircraft, a remotelypiloted vehicle, a helicopter, or a hovering platform.
 4. The activeprotection system of claim 1, wherein aligning the intercept vehiclewith the intercept vector includes a two-stage process configured toexecute an azimuth rotation and an elevation rotation of the interceptvehicle.
 5. The active protection system of claim 1, wherein thealignment thrusters are configured to rotate the longitudinal axis ofthe intercept vehicle while aligning the intercept vehicle with theintercept vector to be within an offset of less than about 15 degreesfrom the intercept vector.
 6. The active protection system of claim 1,further comprising a sector processor on-board the aircraft configuredto determine pitch commands for aligning the intercept vehicle with theintercept vector and transmit the pitch commands to the interceptvehicle prior to a launch of the intercept vehicle.
 7. The activeprotection system of claim 1, further comprising a sector processoron-board the aircraft configured to determine pitch commands foraligning the intercept vehicle with the intercept vector and transmitthe pitch commands to the intercept vehicle after a launch of theintercept vehicle.
 8. An active targeting system, comprising anintercept vehicle configured to be released from a platform, theintercept vehicle comprising: alignment thrusters configured to rotatethe intercept vehicle about an axis orthogonal to a longitudinal axis ofthe intercept vehicle to at least substantially align the longitudinalaxis of the intercept vehicle with an intercept vector via a pitchmaneuver; a rocket motor configured to accelerate the intercept vehiclealong the intercept vector after the intercept vehicle performs thepitch maneuver; divert thrusters configured to divert the interceptvehicle in a direction transverse to a flight path of the interceptvehicle; and a heat generating payload.
 9. The active targeting systemof claim 8, further comprising a carrier disposed on the platform andcarrying the intercept vehicle, wherein the intercept vehicle isconfigured to be released from the carrier.
 10. The active targetingsystem of claim 8, wherein the platform is a mobile platform.
 11. Theactive targeting system of claim 10, wherein the mobile platform isselected from the group consisting of an aerial vehicle, a helicopter,an unmanned airborne vehicle (UAV), a remotely piloted vehicle (RPV), anaircraft, a light aircraft, a low speed aircraft, a hovering platform, aground-based vehicle, a tank, an armored personnel carrier, and apersonnel carrier.
 12. The active targeting system of claim 8, whereinthe platform is a stationary platform.
 13. The active targeting systemof claim 8, further comprising at least one radar module disposed on theplatform and configured to detect aerial threats.
 14. The activetargeting system of claim 13, wherein the at least one radar module isconfigured to transmit velocity and position information of theintercept vehicle to the intercept vehicle during flights of theintercept vehicle.
 15. The active targeting system of claim 13, whereinthe at least one radar module is configured to transmit velocity andposition information of a detected aerial threat to the interceptvehicle during flights of the intercept vehicle.
 16. A method ofintercepting an aerial threat, comprising: causing an intercept vehicleto perform a first action of a launch sequence to leave a platform;causing the intercept vehicle to perform a second action of the launchsequence after the first action of the launch sequence, the secondaction comprising performing a pitch maneuver with a plurality of pitchthrusters of the intercept vehicle to align the intercept vehicle alongan intercept vector pointed substantially toward a projected interceptpoint with an identified aerial threat; and performing a thrust maneuverwith a rocket motor of the intercept vehicle to accelerate the interceptvehicle.
 17. The method of claim 16, further comprising performing adivert maneuver with one or more divert thrusters of the interceptvehicle to divert the intercept vehicle from the intercept vector one ormore times after commencement of accelerating the intercept vehicle toadjust a course of the intercept vehicle to align the intercept vehiclealong an updated intercept vector.
 18. The method of claim 17, furthercomprising: transmitting at least one communication to the interceptvehicle indicating an updated intercept vector for the interceptvehicle; and performing the divert maneuver to laterally divert theintercept vehicle to adjust a flight path of the intercept vehicle toalign the intercept vehicle along the updated intercept vector.
 19. Themethod of claim 16, further comprising causing the intercept vehicle toperform the second action of the launch sequence after the interceptvehicle is a certain distance away from the platform.
 20. The method ofclaim 16, wherein the first action of the launch sequence comprisesreleasing the intercept vehicle from a carrier disposed on the platform.21. The method of claim 16, wherein the first action of the launchsequence comprises releasing the intercept vehicle from a carrierdisposed on the platform into air deflected by the platform.
 22. Themethod of claim 16, further comprising: transmitting at least onecommunication to the intercept vehicle indicating a closest point ofapproach of the intercept vehicle and the identified aerial threat; andcausing the intercept vehicle to detonate when the intercept vehiclereaches the closest point of approach.
 23. A method of countering anaerial threat, comprising: launching an intercept vehicle from a carrierdisposed a platform; transmitting at least one communication to theintercept vehicle, the at least one communication indicating an originalintercept vector for the intercept vehicle, the original interceptvector directed substantially toward a detected aerial threat; causingthe intercept vehicle to substantially align along the originalintercept vector via a pitch maneuver using at least one alignmentthruster of the intercept vehicle; causing a motor of the interceptvehicle to fire after causing the intercept vehicle to substantiallyalign along the original intercept vector via the pitch maneuver; andcausing the intercept vehicle to accelerate along a flight pathsubstantially aligned with the original intercept vector and to spinabout a longitudinal axis of the intercept vehicle.
 24. The method ofclaim 23, further comprising: transmitting at least one communication tothe intercept vehicle indicating an updated intercept vector for theintercept vehicle; and performing a divert maneuver to laterally divertthe intercept vehicle to adjust a flight path of the intercept vehicleto align the intercept vehicle along the updated intercept vector;transmitting at least one communication to the intercept vehicleindicating a closest point of approach of the intercept vehicle and thedetected aerial threat; and causing the intercept vehicle to detonatewhen the intercept vehicle reaches the closest point of approach. 25.The method of claim 23, wherein transmitting the at least onecommunication to the intercept vehicle occurs after the interceptvehicle is launched from the carrier disposed on platform.
 26. Themethod of claim 23, wherein transmitting the at least one communicationto the intercept vehicle occurs before the intercept vehicle is launchedfrom the carrier disposed on platform.
 27. A method of intercepting anaerial threat, comprising: causing an intercept vehicle to exit avicinity of a platform, the intercept vehicle originally being coupledto the platform; performing a pitch maneuver with a plurality of pitchthrusters of the intercept vehicle to align the intercept vehicle alongan intercept vector pointed substantially toward a projected interceptpoint with an identified aerial threat; and performing a thrust maneuverwith a rocket motor of the intercept vehicle to accelerate the interceptvehicle.
 28. The method of claim 27, further comprising performing adivert maneuver with one or more divert thrusters of the interceptvehicle to divert the intercept vehicle from the intercept vector one ormore times after commencement of accelerating the intercept vehicle toadjust a course of the intercept vehicle to align the intercept vehiclealong an updated intercept vector.
 29. The method of claim 27, furthercomprising causing the intercept vehicle to perform the pitch maneuverafter the intercept vehicle is a certain distance away from theplatform.
 30. The method of claim 27, wherein causing the interceptvehicle to exit the vicinity of the platform comprises releasing theintercept vehicle from a carrier disposed on the platform.
 31. Themethod of claim 27, wherein causing the intercept vehicle to exit thevicinity of the platform comprises releasing the intercept vehicle froma carrier disposed on the platform into air deflected by the platform.32. A method of intercepting an aerial threat, comprising: deploying anintercept vehicle from a platform and causing the intercept vehicle toexit a vicinity of the platform; performing a pitch maneuver with aplurality of pitch thrusters of the intercept vehicle to align theintercept vehicle along an intercept vector pointed substantially towarda projected intercept point with an identified aerial threat after theintercept vehicle exits the vicinity of the platform; and performing athrust maneuver with a rocket motor of the intercept vehicle toaccelerate the intercept vehicle along the intercept vector.
 33. Themethod of claim 32, further comprising performing a divert maneuver withone or more divert thrusters of the intercept vehicle to divert theintercept vehicle from the intercept vector one or more times afteraccelerating the intercept vehicle to adjust a course of the interceptvehicle.
 34. The method of claim 32, wherein deploying the interceptvehicle comprises releasing the intercept vehicle from a carrierdisposed on the platform.
 35. The method of claim 32, wherein deployingthe intercept vehicle comprises releasing the intercept vehicle from acarrier disposed on the platform into air deflected by the platform. 36.The method of claim 32, wherein deploying the intercept vehicle from theplatform comprises deploying the intercept vehicle from the platformselected from the group consisting of an aerial vehicle, a helicopter,an unmanned airborne vehicle (UAV), a remotely piloted vehicle (RPV), anaircraft, a light aircraft, a low speed aircraft, a hovering platform, aground-based vehicle, a tank, an armored personnel carrier, and apersonnel carrier.
 37. An intercept vehicle for disposition in, andlaunching from, a carrier of an active protection system, the interceptvehicle comprising: a rocket motor attached to a body of the interceptvehicle, the rocket motor configured to: accelerate the interceptvehicle along a vector and to cause the intercept vehicle to spin abouta longitudinal axis of the intercept vehicle; detach from the body uponexhaustion of the rocket motor; and at least one antenna flexiblycoupled to the intercept vehicle, the at least one antenna sized andconfigured to: fit within the carrier in an undeployed position relativeto the body of the intercept vehicle while the intercept vehicle isdisposed within the carrier of the active protection system; and deployafter the intercept vehicle is launched from the carrier; and a set offolding fins attached to the body of the intercept vehicle andconfigured to deploy after the rocket motor has detached from the bodyof the intercept vehicle.
 38. An intercept vehicle comprising: a shellcontaining a heat generating payload; a rocket motor removably attachedto the shell and configured to: accelerate the intercept vehicle along avector and spin the intercept vehicle about a longitudinal axis of theintercept vehicle; and detach from the shell upon exhaustion of therocket motor; and a set of folding fins attached to the shell of theintercept vehicle and configured to deploy after the rocket motor hasdetached from the shell.
 39. The intercept vehicle of claim 38, whereinthe set of folding fins is sized and configured to be at least partiallydisposed within the rocket motor while the intercept vehicle is disposedwithin a carrier prior to being launched and while the rocket motor isattached to the shell.
 40. The intercept vehicle of claim 38, whereinthe set of folding fins comprises at least four fins.
 41. The interceptvehicle of claim 38, wherein the set of folding fins is configured toextend out radially from the intercept vehicle when deployed.
 42. Theintercept vehicle of claim 38, wherein the set of folding finscomprises: a first fin configured to extend out radially from interceptvehicle in a first plane; and a second fin configured to extend outradially from the intercept vehicle in a second plane that is at leastsubstantially perpendicular to the first plane.
 43. The interceptvehicle of claim 38, wherein each fin of the set of folding fins isconfigured to extend in a direction at least substantially perpendicularto a longitudinal length of the intercept vehicle when deployed.